Pressure-fluid generator



"April' 29, 1930. J. T. DALCHER 1,756,423

PRES SURE FLU ID GENERATOR Filed June 23, 1925 2 Sheets-Sheet l lwenor.' John llalayer,

April 29, 1930. J. T. DALQHE'R 1,756,423

PRESSURE FLUID GENERATOR Filed June 23, 1925 2. Sheets-Sheet 2 o 171,9. 5. f5 o l 26 A l 60 r. o o 0 @f 7 23 4o Zit. /gf

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EZ valve doses and Wr inlet vabfe apens Patented Apr. 29, 1930 UNrrE` STATES JOHN T. DALCI-IEB, OF BAYONNE, NEW JERSEY PRESSURE-FLUID GENERATOR Application med .Tune 23, 1.925. serial No. 39,050.

This invention relates to pressure fluid generators and has for its object the production of means whereby steam may be produced direct from the fuel without theV use of boilers.

The invention consists in certain novel features of construction and arrangement of parts which will be understood readily by reference to the descriptionV of the drawings 1o and to the claimsto be hereinafter given.

This invention is a continuation in part of application No. 662,569, led September 13, 1923.

For the purpose of illustrating the invention, one preferred form thereof is shown in the drawings, this form having been found to give satisfactory and reliable results, although it is to be understood that the various instrumentalities of which the invention consists can be variously arranged and organized, and that the invention is notlimited to the precise arrangement and organization of the instrumentalities as herein shown and described, except as required by the scope of f5 the appended claims.

Of the drawings l Figure 1 represents a vertical section of an apparatus embodying the principles of the present invention. Y

Figure 2 represents an inverted plan of the right hand portion thereof.

Figure 3 represents an elevation of the apparatus showing the cam mechanism for actuating the various valves.

Figure 4 represents an elevation of the cam mechanism, and

Figure 5 represents a diagram showing the time for opening and closing the various o valves of the apparatus.

Similar characters indicate like parts throughout the several figures of the drawings.V

In the drawings, 10 is a casing having a '-5 combustion chamber 11 therein, said casing 10 being cup-shaped with its open end closed by a cover 12. The cover 12 is providedy with an'annular water chamber 13'to which water is admit- Y ted through the inlet pipe 14 from any suit- 50 able source.

Centrally disposed in the cover 12 is a nozzle 15, the bore'of which is cone-shaped with its smaller end 16 communicating with the combustion chamber 11, while the larger end 17 communicates with the vstop valve 18 for the discharge of the steam generated, it l having been conclusively proved by repeated experiments that a certain evaporation may be obtained with no residue traceable.

The wall of the nozzle 15 intermediate its ends is provided with a plurality ofholes 19 extending therethrough, saidfholes being inl clined inwardly toward the largerend 17 of the bore of said nozzle.V i

rlhese holes 19 communicate with a water jacket 20, from which extends the tubular member 21 having ports 22 therein always in communication with the water chamber`13.

The inner end of the tubular member 21 is provided with a seat for the valve 23,'.the stem 24 of which extends through said tubular member 21 and has secured to its outer end a collar 25, with which coacts a lever' 26 to move the valve 23 from its seat.

The lever 26 is moved about its fulcrum by a cam 26X secured to and revoluble with a cam shaft 26() having a. gear 261 mounted thereon and meshing with a pinion 262r secured to a shaftl 263 which may be driven by a separate motor.

The tubular member 21 has a flange27 on its outer end, providing a means for securing said tubular member 21 to the cover 12.

The valve 28 is retained normally on its seat by a spring 28 surrounding the valve stem 24 and positioned between the collar..-

25 and a hub 29 projecting upwardly'ffrom",A A

the flange 27.

'It is obvious that when the lever 26 is .90

moved downwardly by the cam 26 or other suitable `mechanism, the valve 23 will be opened and water from the chamber 13'will be admitted to the water jacket 20, and then through the holes 19 into the bore of the nozzle 15.

Surrounding the valve stem 24 from the Yports 22 to the inner endr of the tubular member 21`is an annular space 30, whereby-the water admitted through the ports 22 mayV This tubular member 31 is provided with` a llange 35 on its outer end, providinga' means whereby the member 31 may be secured in position in any well 1Known manner.

VBetween a hub 36 projecting upwardly from the flange 35 andthe collar 34, and'surrounding the valve stem 33 is a spring 37 which, kunder normal conditions, retains the valve 32 upon its seat.

The tubular member 31 is disposedwithin a'tubular boss 38,011 the casing 10, and between said member 31 andthe inner wall of the boss 38 is an annular space 39. to which heated air under compression is admitted through the pipe 40 from any suitable source of supply.

Surrounding the valve stem 33 within the tubular member 31 is an `annular space 41 extending to the inner .end of the member 31 and communicating by means of the ports 42 with the space 39.

By means of this construction, the air may pass freely from the supply pipe 40 into the combustion chamber 10 whenever the valve 32 'is in open position.

The valve 32 is opened by means of the` lever 43 coacting with the collar 34, said lever being actuated by Va cam or suitable mechanism. As the means for actuating the various valve levers form no part of the present in vention, it is believed .that it is not necessary to fully illustrate the same. Y

In Fig. 4, however, is shown a cam 265 which is adapted, to move said lever 43 about its fulcrum to regulate the movement of the valve 32, said cam 265 being secured to and revoluble with the cam shaft 260.

The casing 10 has a flanged hub 44 in alinement with the nozzle 15 and to this hub 44 is secured the flange 45 of a tubular member 46, the inner end of which extends through the wall of casing 10, while the outer end thereof'forms a bearing for a reciprocating spindle 47 having a needle valve 48 on its inner end. i

This valve 48 has a seat therefor at the..y VVinnerend of the bore' of the tubular member 46, said bore for some distance being of greater diameter than the spindle 47 thereby leaving an annular space 49 to which fuel is admitted through the supply pipe 50.`

From the flange 45 extendtwo rods 51, the opposite ends of which are connected by a bar 52 having therein a bearing 53 through which the spindle 47 is adapted to recipro- A cate.

This spindle 47 has `secured thereto a collar 54, between which and said bar 52 is a spring 55 surrounding said spindle 47. y

rlhe spring 55 retains the `valve 48 on its Seat under normal conditions so that no fuel can be admitted to thev combustion chamber 11. Y

l/Vhen it is. desired to admit fuel to the combustion chamber 11, the valve 48 is moved into open position by the lever 56 coacting with the flanged collar 54, said lever 56 being actuated by a cam 266 secured. to and revolublewith the shaft 260.

rlhe cams 26X, 265 and Y266 are kinstalled upon the cam shaft 260 in such a manner `as to time the opening and closing of the valves Y 23, 32 and 48 in each cycle as indicated in the diagramFig. 5. v Y

The walls of the combustion chamber casing 10 and the cover 12 are covered with a lagging 57 of some non-conductor of heat, such as magnesia, asbestos, Vor similar material, said lagging being enclosed within a covering 58 of sheet metal.

The inner end 59 of the valve body 46 is surrounded by an annular space 60 communicating with the combustion chamber 11, thereby permitting the heatV generated in the chamber 11 to surround saidinner end 59 and superheat the fuel within the valve body 46 prior to its discharge into the combustion` chamber. Y v

Theair admitted to the combustion chamber 11 is first compressed, and has'a corresponding final tempera-ture of about 1000 degrees Fahrenheit. j n

Various forms of fuel may be used, as for instancecrude or heavy oilsand these oils are `ico subjected to aypressure of from 4,000 lbs. to)

8,000 lbs. per square inch, or in other words, a pressure greatly in excess of that of the air being used. i Y Y It will be not-ed that Diesel engines of the solid injection type are designed for a maximum fuel oil pressure of 10,000 pounds per square inch, and under ordinary conditions the fuel oil pressure varies between 4,000 and 6,000 pounds per square inch. sustain such high pressures the pipes are made of extraordinary heavy seamless drawn steel tubing with corresponding ttings of forged steel.

When this fuel is admitted to the'combustion chamber in the form of vapor or mist, it comes into intimate contact withthe heated compressed air, which will spontaneously In order to ignite the fuel,'and this mixture will continue to burn at a constant pressure as long as the fuel is admitted tothe combustion chamber 11.

The exhaust from' the nozzle 15 passes through thestop valve 18 into a pipe (not shown) through which it may be conveyed to any desired point.

l The combustion chamber proper is provided with a relief'or sentinelvalve 61 which operates as follows:

In starting the mechanism the stop valve 18 is closed so as to maintain a constant high pressure to initiate combustion.

As soon as the proper heat has been developed within the combustion chamber, the pressure therein is increased which causes the relief valve 61 to open, showing the operator that normal conditions havebeen established, that is, conditions for proper combustion have been attained, that heat has been Y generated within the combustionchamber to preheat the incoming air and fuel oil to such a degree as to insureproper ignition.

The stop valve 18 should at this time be opened Aso that the ap oaratus may function as elsewhere described lierein.

The safety valve 61 is set to actuate at a predetermined pressure, conforming to the pressure which must be reached under the particular conditions of combustion it is desired to maintain.

I rlhe operation is different lfrom that'of an explosion engineV inasmuchas no sparlr plugs or hot plates are used, and the ignition of the fuel is due to the fact that the mist of highly compressed fuel being admitted to the chamber is mixed with highly compressed air heated above the burning point of the oil.

It is desirable to utilize all the heat available that is developed in the combustion chamber due to the burning fuel, and therefore the walls of the casing and cover are provided with a lagging 57 which is non-con-` ductive of heat.

As a consequence, the.V radiation of heat through the casing walls is reduced to a minimum.

No water jackets are used on the combustion chamber casing, and there is no opportunity forany of the heat being carried away in cooling water. f

The consequence is that the eiiiciency of the apparatus is greatly'increased over any apparatus of asimilar character using cooling ywater in the lcylinder jackets and'pistons, it having been found by experiment that the.

amount of heat carried away by this' cooling water is usually about of the total heat per working stroke, in a conventional internal combustion or Diesel engine.

' It must be understood that whatever heat is given up by the fuel burning process to the walls of Vthe combustion chamber, interior valve bodies, etc., is to a great extent regained by heating the compressed air being admitted to the combustion chamber prior to the ad. mission or injection of the fuel oil. e Y

In other words, the walls of the combustion chamber, valve bodies, etc., are cooled c,

from the interior and the heat given up by these elements between combustion cycles is utilized 'to increase the temperature of the compressed air, thereby increasing the thermal efliciency of the cycle.

By this method, energy is developed in the combustion chamber as individual pulsations or cycles, similar to a reciprocation motion of an internal combustion engine or Diesel engine.

This result is obtained as follows: l

(1st) Compressed air at practically a constant pressure is admitted to the combustion chamber and this air is then highly heated by the heat given up fromv the interior of the combustion chamber walls.

(2nd) T he fuel oil is injected into the combustion chamber at a pressure considerably j above Vthat of the heated air through a valve designed todischarge the oil into the compressed air in the'form of a fine spray, vapor vor mist, at predetermined intervals correair. v

(8rd) rThe fuel thus admitted to the Combustion chamber will ignite and burn spon-A taneously as soon as it comes into Contact with the heated compressed air, without explosion, and will continue to burn steadily in the combustion chamber until the fuel valve is closed and the supply of fuel stopped.

(th)fThe product of the combustion is discharged from the combustion chamber into a nozzle which is always in communication with the combustion chamber.

(5th) The valve 32 admitting compressed air into the combustion chamber 11 is closed somewhat Vlater than the fuel valve 48 is closed, so as to scavenge the combustion chamber and discharge nozzle 15 of `any residual vapours which may remain therein and be detrimental to orv cause premature combustion when the next charge of heated compressed air is admitted into the combustion chamber.

The fuel oil valve 48 is in direct alinement spending to the admission of the compressed with the nozzle 15 and therefore all energyv being injected and also on the particular design of nozzle being used. e

The filial energy-steam-is transferred into useful Work by admitting it to a prime mover such as a turbine, or other mechanical device, either rotary or reciprocating.`

By referring to the drawing, it Will be notedthat the nozzle 15 is entirely surrounded by a Water jacket 20, from Which a plurality of small openings 19 extend into the bore of the nozzle 15, these openings A19 beingV so arranged as to facilitate the flovv of Water toward the axis of said nozzle.

The nozzle is so designed as to partly convert the pressure of the gases gradually into velocity.

vThe hot gases flow through the nozzle 15 with such velocity as to create a suction effect in the openings 19, and thereby dra-W the Wat-er into the nozzle, thus stimulatingV the mixture, ofthe hot gases andWater similar 4'to the action of an air injector and causing the energy of the hot gases caused by the comL bustion to be changed into steam.

In order to render the mixing ofthe hot gases and Water more. perfect, the Water jacket 2O surrounding the nozzle 15 is always kept under highV pressure, by being connected with a suitable pressure pump which may be of any Well known construction, and conse-` quently does not need to be illustrated.

The valve 23 admitting Water to the nozzle Water jacket Q() is controlled in such a manner as to open and close at the proper time,

so as to synchronize With the periods of combustion in the vcombustion chamber.

YThe Water jacketQO is 1n the cover12 of the combustion chamber and is therefore' heated by the heat radiating through the Walls of said cover from the combustion chamber.

The heat inthe Walls of the Water jacket 2O and Waterchamber 13 Will, in turn, be transmitted tothe Watertherein and heat the same before said Water comes into direct contact with the hot gases, thereby increasing the efticienoy of the steam generator.

' is converted into mechanical energy, thereby increasing the efficiency of the cycle as a Whole.

' As a consequence the temperaturesand pressures Will be higher than those of the ordinary Diesel cycle.

Theeiiiciency of thecycle Will be increased on the basis of the' fundamental laW of thermula T1: absolutetemperaturereceived. T2=absolute temperature rejected. v

In other Words; the underly-ingprinciple involved in thepresentinvention calls fora Working condition Within ahigher degree of temperature than usual,A as no heat is being carried away by coolingWater and the cycle Will approach the efficiency of a perfectl heat engine to a higher degree than the cycle of.

the Diesel engine now in common use. y

Having thus described my invention, I claim: Y

1. In adevice of the class described, a combustion chamber; means for admitting air u nder a predetermined pressure to said chamber; means for subsequently admitting fuel oil to said chamber; a perforated nozzle communicating With said combustion'chamber; a

lmodynamics and as expressed Vby the for-* Water jacket surrounding saidy nozzle; a Water chamber surrounding said Water jacket; a tubular memberin'the walls of said Water jacket and Water chamberand communicating at its inner end With said Water jacket, and through ports'with said Water chamber; and a valve in said tubular member adapted to close the inner end thereof.

2. In a device ofthe class described,ra combustion chamber; means for admitting air Y under a predetermined pressure to said chamber; means for subsequently admitting fuel oil to said chamber; a perforated nozzle communicating With said combustion chamber; a Water jacket surrounding said nozzle; a Water chamber surrounding said Water jacket; a tubular member in the Walls of said Water jacket and Water chamber and communicating at its inner end with said Water jacket and through ports With said water chamber; and

a spring pressed valve in said tubular member adapted to close the inner endthereof.

3. In a device of the class described, the combination of a combustion chamber, means for ladmitting highly heated compressed air linto said chamber, means forfadmitting fueloil into'said chamber, aY perforated nozzle communicating With the interior of said chamber, a Water-jacket aroundsaid nozzle and in communication with the perforations thereof, a Water-chamber, and a valve operable to establish and interrupt a communi-k cation between said Water-jacket and Waterchamber. 'f

4. In a device of the character described, the combination of a combustion chamber,

vmeans vfor admitting highly heated com# pressed air into said chamber, means for admitting' atomized fuel into said chamber," a perforated nozzle communicating With the'interior of said chamber, a Water-jacketaround said nozzleand in communication `vvith the perforatons thereof, a Water-chamber around said Water-j aeket, a tubular 'member communicatng with the interiors of 'said Waterjacket and Water-chamber, and a valve in said tubular member and operable to open and close the latter for establishing and nterruptng a communication between said Water-jacket and Water chamber.

Signed by me at Bayonne, N. J., this 18th day of June, 1925.

JOHN' T. DALCHER. 

